Turbine-driven locomotive.



H. LENTZ. TUR'BINB DRIVEN LOGOMOTIVE. PPLxoATIoN FILED AUG. 1o, 1905.

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WITNES%ES,

Wm. u am PATENTED JUNE l2, 1906.

H. LENTZ.

TURBINE DRIVBN LOCOMOTIVE.

APPLICATION fum AUG. 1o. 1905.

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NVENTSR,

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. ms ATToRN Traa-y No.' 823,180. PATENTED JUNE l2, 1906.

E. LENTZ.

TRBINB DRIVER LOGOMOTIVE. APPLICATION FILED AUG.10.1905.

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Huso LEN-rz,

US ATTO .ject of the German Emperor, residing at Ber- `turbine-wheels, and I also provide a plurality 4each 'turbine-wheel or .pair of turbine-wheels Vpendently Subj ect lthe several turbine-wheels (as 1561088) prior inventors have connected the UNITED srArEsATENr oEEroE.

HUGO LENrz, OE BERLIN, GERMANY,

No. 823,130. Specification of TURBlNE-DRIVEN LOCONIOTIVE.

Letters Patent. Patented June 12, 1906.

Application led August 10.1905. Serial No. 273,508.

T0 a/Z whom it 11i/wy concern:

Be it known that I, HUGO LEN'rz, a sublin, Germany, have invented a new and useful Turbine-Driven Locomotive; and I-do hereby declare the following to be-a full, clear, and exact description of the same.

The objectof this invention'is the production of a turbine-driven locomotive employing several turbine-wheels, preferably one for each wheel, and in which the available power or pressure of the steam or other pressure medium is more evenly employed.

In carrying out my present improvements I provide each of two or more driving-wheels or pairs of driving-.wheels with one or more of nozzles, one for each turbine-wheel, and all supplied from the same steam-chamber for the purpose of simultaneously subjecting to an equalor substantially equal pressure fall or power effect. u

Priortomy present'invention, so far as I am aware, it has not been proposed to indeof a locomotive to the action of the steam in multi le, as hereinafter described by me; but or example, see German Patent No.

several turbine-wheels in series and have then utilized the steam-pressure at the different stages to operate upon the several turbine-wheels successively.

The accompanyingdrawings show side and sectional views of one adaptation of my present invention.

Figure 1 is a side view of a portion of a locomotive with the arrangement of steamchambers, nozzles, turbine-wheels, &c., preferred'by me. Fig. 2 is a section on -line 1 2 of Fig. 1. Fig. 3 is a section on line 3 4 of said Fig. 1v. Fig. 4 is a section on line 5 6, and Fig. 5 is a section on line 7 8, of said Fig. 1.

c a a indicate the axles connected to the driving-wheels, and b b2 b3 indicate turbinewheels which impart motion to the drivingwheels. The turbine-wheels may, if desired, be directly connected with the .driving-wheels themselves or may, as shown by me, be fixed upon the axles, preferably at or near a point midway between each pair of driving-wheels.

By reference to Fig. 2 it will be seen that I may connect two turbine-wheels, located side by side, upon each axle, and Imay subject each of these pairs of turbine-wheels in se,-

ries to the pressure of the steam or may divide the jets of pressure medium between the two members of each pair.

It will be observed that, as shown in Fig. 1, each turbine-wheel (or pair of turbinewheels) 1) b2 b3 is operated upcn by a separate nozzle f f2f3, all of which lead off from a steam-chamber c, which is common to all of the nozzles. The steam-chamber referred to runs along both sides of the several turbinewheels and is connected with or formed integral with the several turbine casings or shells, which are separated, as shown, and which are journaled upon the axles of the several driving-wheels or pairs thereof.

Steam is supplied to the chamber e i" D'conduit may be of any suitable form and dil rect or indirect.

After its action, preferably in multiple, as

described, upon the turbine-wheels b b2 b3, the steam passes into an exhaust-chamber g, formed along both sides of the turbinewheels and. common to all of them above the axles a. The exhaust-steam is lcd into the opposite passage of the exhaust-chamber through the various canals or between the various steam-directing walls, as shown in 'Fig 2, as indicated by the arrows.

The exhaust-chamber g also acts as an airjet condenser, and I am thereby enabled to realize all of the advantages due to such feature. For this purpose the forward end of the exhaust-chamber has extensions which form flaring or enlarged mouths or air-receiving ends by bringing the forward inner walls g of the chamber close together or otherwise, and the rear ends or extensions of said chamber are contracted or formed to provide reduced discharge-openings g2, (reduced in size as compared with the air-receiving ends,) and as a result when the locomotive is running the air enters at g and passing through the two channels of the chamber g mixes with the exhaust-steam (the flow of which is directed in the same direction by the steam-directing walls) and condenses such steam to a considerable degree while passing to and out of the contracted exit ends g2.

It will be obvious upon examination of the drawings that each turbine-wheel (or pair of such wheels) b b2 t3 will be separately subiected to the full power effect of the steam IOO IIO

. at different speeds.

by a sin le valve, suc

supplied from the common chamber e and that all such wheels will 'be acted upon simultaneously and will be, as it were, elastically coupled together and driven at substantially the same rate of s eed, as distinguished from a structure in willich the several turbinewheels are subjected in series to the same jet of steam at diferent pressures and in which the successive turbine-wheels must be either of different sizes or forms or must be driven contrary, the various turbine-wheels b b2 b3 may and preferabl will be alike in size and form and will give ike results.

The use of a single conduit, as c, through which all of the nozzles are supplied with steam, in conjunction with acting upon the turbines instead of in series, results in a structure whereby all of the -turbines can be proportionately regulated and controlled by a simple throttling, and yreferably at one point,

llias d. So far as I am aware it as been impossible by throttling to regulate or distribute the load when the several turbines were connected in serios, as heretofore.

It is however, not inconsistent with my invention to sometimes employ two or more of -the turbine-wheels in series, and where the locomotive has, say, four driven axles these may -be arranged in pairs, the two members of each air being subjected in series to the action oi)the steam and in elaboration of the construction described in the German patent referred to. The modified form suggested by me will, however, preferably employ a steam-supply chamber, such as e, common to all ofthe nozzles and a single steam-exhaust chamber. i

Fi 1 of the drawings shows 4one turbinewhee applied to each axle; but I may connect two or more turbine-wheels to each axle in accordance with the well-known Curtis construction and operate upon the several wheels separately or successively.

The steam-supply chamber e common to all ofthe wheels may be of any desired form or size and may, if desired, be replaced by several pipes leading from a la'rger pipe or all separately and directly connected with the lower end of the conduit ci What I claim is- 1,. In a turbine-driven locomotive, a locomotive-truck, a plurality of driving-wheels carried thereby, turbine-wheels, one for each driving-wheel, supply-nozzles, one for each In my invention, on the of said turbine-wheels, a main pipe for supplying pressure medium to all of said nozzles, and a single valve located in said pipe and controlling the su ply of-pressure medium therethrough to al of the said nozzles simultaneously.

2. In a turbine-driven locomotive, a locomotive-truck, a plurality of driving-wheels carried thereby, turbine-wheels, one for each driving-wheel, supply-nozzles, one for each of said turbine-wheels, a chamber from which all of said nozzles lead, a main pipe for supplying pressure medium to said chamber, and a single valve located in said main pipe and controlling the supply of pressure medium therefrom to the chamber aforesaid.

3. In a turbine-driven locomotive, a locomotive-truck, a plurality of driving-wheels carried thereby, turbine-wheels, one for each driving-wheel, supply-nozzles, one for each said turbine-wheels, valve connections for supplying pressure to the 4several nozzles, and a single exhaust-chamber for receiving the exhaust from the several turbine-wheels.

4. In a turbine-driven locomotive, a locomotive-truck, a plurality of driving-wheels carried thereby, turbine-wheels, one for each driving-wheel, and su ply-nozzles, one for e'ach of said Wheels, t e whole arranged to drive the turbine-Wheels in multiple, in combination with pressure-supply connections, and with a single exhaust-chamber for receiving the exhaust from the several drivingwheels.

5. In a turbine-driven locomotive, a locomotive-truck, a plurality of driving-wheels carried thereby, turbine-wheels, one for each driving-wheel, the whole arranged to drive the turbine-wheels in multiple, in combination with pressure-sup ly connections, and with a single exhaust-c amber for receiving the exhaust from the several turbine-wheels.

6. In a turbine-driven locomotive, a locomotive-truck, a driving-axle carried thereby,

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a turbine-wheel operatively connected with said axle, an exhaust-chamber for said turbine-wheel and means, combined with said chamber,for causing a condensation of steam therein.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

' HUGO LENTZ. Witnesses: 4

HENRY HASPER, WOLDEMAR HAUPT. 

